Multirotor aircraft with enhanced yaw control

ABSTRACT

A configuration of a multirotor aircraft that will facilitate enhanced yaw control includes one or more adjustable members that will twist the frame of the multirotor aircraft, thereby adjusting the orientation of the motors and propellers and enhancing the yaw control of the multirotor aircraft. In some implementations, the adjustable member(s) are passive and twist in response to differential thrusts generated by the propellers. In other implementations, the adjustable members are active and twist in response to a yaw command from the multirotor aircraft control system.

BACKGROUND

Multirotor aircrafts, such as propeller based aerial vehicles (e.g.,quadcopters, octo-copters) are becoming more common. Many multirotoraircrafts include a navigation or flight control system that is used tocontrol the flight and navigation of the multirotor aircraft. Typically,the pitch, yaw, and roll of a multirotor aircraft is accomplished byadjusting the rotational speed of one or more of the propellers of themultirotor aircraft in response to a command from the flight controlsystem.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description is set forth with reference to the accompanyingfigures. In the figures, the left-most digit(s) of a reference numberidentifies the figure in which the reference number first appears. Theuse of the same reference numbers in different figures indicates similaror identical items or features.

FIG. 1 depicts a block diagram of a top-down view of a multirotoraircraft, according to an implementation.

FIG. 2 depicts a view of a multirotor aircraft with an adjustablemember, such as the multirotor aircraft illustrated in FIG. 1, accordingto an implementation.

FIG. 3 depicts a view of a multirotor aircraft, such as the multirotoraircraft illustrated in FIG. 1, twisting about an adjustable member toenhance a yaw adjustment of the multirotor aircraft, according to animplementation.

FIG. 4 depicts a block diagram of a top-down view of a multirotoraircraft, according to an implementation.

FIG. 5 depicts a view of a multirotor aircraft, such as the multirotoraircraft illustrated in FIG. 4, twisting about an adjustable member toenhance a yaw adjustment of the multirotor aircraft, according to animplementation.

FIG. 6 depicts another view of a multirotor aircraft, twisting about anadjustable member to enhance a yaw adjustment of the multirotoraircraft, according to an implementation.

FIG. 7 depicts another view of a multirotor aircraft, twisting about anadjustable member to enhance a yaw adjustment of the multirotoraircraft, according to an implementation.

FIG. 8 depicts a block diagram of a top-down view of a multirotoraircraft, according to an implementation.

FIG. 9 depicts a block diagram of universal Y attachment membersconnecting two motor arms, an extension arm, and support arms that makeup part of a multirotor aircraft, such as the multirotor aircraftillustrated in FIG. 8, according to an implementation.

FIG. 10 is a block diagram of an illustrative implementation of amultirotor aircraft control system that may be used with variousimplementations.

While implementations are described herein by way of example, thoseskilled in the art will recognize that the implementations are notlimited to the examples or drawings described. It should be understoodthat the drawings and detailed description thereto are not intended tolimit implementations to the particular form disclosed but, on thecontrary, the intention is to cover all modifications, equivalents andalternatives falling within the spirit and scope as defined by theappended claims. The headings used herein are for organizationalpurposes only and are not meant to be used to limit the scope of thedescription or the claims. As used throughout this application, the word“may” is used in a permissive sense (i.e., meaning having the potentialto), rather than the mandatory sense (i.e., meaning must). Similarly,the words “include,” “including,” and “includes” mean including, but notlimited to. Additionally, as used herein, the term “coupled” may referto two or more components connected together, whether that connection ispermanent (e.g., welded) or temporary (e.g., bolted), direct or indirect(i.e., through an intermediary), mechanical, chemical, optical, orelectrical. Furthermore, as used herein, “horizontal” flight refers toflight traveling in a direction substantially parallel to the ground(i.e., sea level), and that “vertical” flight refers to flight travelingsubstantially radially outward from the earth's center. It should beunderstood by those having ordinary skill that trajectories may includecomponents of both “horizontal” and “vertical” flight vectors.

DETAILED DESCRIPTION

This disclosure describes a configuration of a multirotor aircraft thatfacilitates enhanced yaw control. The multirotor aircraft includes oneor more adjustable members that allow twisting of the frame of themultirotor aircraft, thereby adjusting the orientation of the motors andpropellers, and enhancing the yaw control of the multirotor aircraft.Alternatively, the aircraft frame may be constructed of two or moreportions that may have their relative orientations altered (e.g.,twisted, bent, displaced, etc.) to enhance control of the aircraft. Insome implementations, the adjustable member(s) are passive and twist inresponse to forces generated by the propellers. In otherimplementations, the adjustable members are active and twist in responseto a yaw command from a multirotor aircraft control system. Stillfurther, in some implementations, an amount of stiffness of theadjustable members may be altered. For example, when the multirotoraircraft is following a navigation path in a mostly horizontaldirection, the stiffness of the flexible member may be increased toimprove the efficiency, stability, flutter and/or other flightcharacteristics of horizontal flight. In comparison, when the multirotoraircraft is navigating in a confined area, altering orientation, etc.,the stiffness of the adjustable member may be decreased to enhance themaneuverability of the multirotor aircraft in response to a yaw command.

The multirotor aircraft may have any number of lifting motors and anyconfiguration. For example, the multirotor aircraft may include fourlifting motors (also known as a quadcopter), eight lifting motors (alsoknown as an octo-copter), etc. Likewise, to improve the efficiency ofhorizontal flight, the multirotor aircraft may also include a thrustingmotor and propeller assembly that is oriented approximately parallel toa direction of forward flight, and/or oriented at approximately ninetydegrees to one or more of the lifting motors, the frame of themultirotor aircraft and/or the motor arm(s) of the multirotor aircraft.When the multirotor aircraft is moving horizontally, the thrusting motormay be engaged and the thrusting propeller will aid in the horizontalpropulsion of the multirotor aircraft. In some implementations, therotational speed of the lifting motors may be reduced when the thrustingmotor is engaged, thereby improving efficiency and reducing powerconsumption of the multirotor aircraft. Likewise, in someimplementations, the multirotor aircraft may include a wing to aid inthe vertical lift of the multirotor aircraft while the multirotoraircraft is moving horizontally.

To further improve the efficiency of the multirotor aircraft, in someimplementations, the frame, motor arms, fuselage, wing, propellers,and/or other components of the multirotor aircraft may be formed of oneor more lightweight materials, such as carbon fiber, graphite, machinedaluminum, titanium, fiberglass, etc.

Regardless of material, each of the motor arms, motor housing, and/orfuselage may be hollow, thereby reducing weight and providing a cavitythrough which one or more wires and/or cables may be passed and/or inwhich other components may be housed. For example, wires that connectthe motors (e.g., lifting motors, thrusting motors) to componentslocated in or around the frame (e.g., electronic speed control (“ESC”))may be passed through the inner portion of one or more of the motorhousings and motor arms.

FIG. 1 illustrates a block diagram of a top-down view of a multirotoraircraft 100, according to an implementation. As illustrated, themultirotor aircraft 100 includes a frame 104. The frame 104 or body ofthe multirotor aircraft 100 may be formed of any suitable material, suchas graphite, carbon fiber, aluminum, etc., or any combination thereof.In this example, the frame 104 of the multirotor aircraft 100 is formedof machined aluminum in a rectangular shape.

In this example, rather than a single rigid frame 104, an adjustablemember 116 is positioned at an approximate mid-point in the frame 104.The adjustable member is configured to twist, thereby enhancing themaneuverability of the multirotor aircraft 100 in response to a yawcommand. The adjustable member 116 may be passive or active. In apassive configuration, the adjustable member 116 twists in response todifferential thrusts generated by the propellers 102 rotating atdifferent speeds. The adjustable member 116 may be formed of anyflexible or semi-flexible material, such as metal, fiberglass, carbonfiber, plastic, elastomer, rubber, etc. In some implementations, thetwisting of the adjustable member 116 may vary depending on the positionof the adjustable member 116. For example, the twisting of theadjustable member at an initial or default position may require lessforce to initiate twisting. As the adjustable member twists, it mayrequire a greater force to continue the twisting. Likewise, theadjustable member 116 may include one or more stops that limit thedegree of twisting of the adjustable member in different directions.Alternatively, or in addition thereto, the adjustable member 116 mayinclude one or more mechanical components that will cause the adjustablemember to twist. For example, the adjustable member 116 may be formed toinclude a leadscrew (also known as a screw-drive, power screw, ortranslation screw) such that the front frame 104-1 and rear frame 104-2will twist about an axis, springs, bearings, swivels, joints, gears, orother mechanical components that will allow the front frame 104-1 andrear frame 104-2 to twist about an axis.

In an active configuration, the adjustable member 116 may also includean actuator, such as a servo motor, pneumatic motor, piezoelectricmotor, etc., that will twist the adjustable member 116 and cause thefront frame 104-1 and the rear frame 104-2 to rotate about an axis inresponse to a yaw command. In such a configuration, the adjustablemember 116 may rotate the frame 104 in response to a yaw commandreceived from the multirotor aircraft control system, independent of orin addition to a rotation caused by the differential thrusts generatedby the propellers.

In some implementations, the stiffness of the adjustable member 116 mayitself be adjustable. For example, the adjustable member 116 may includea variable stiffness controller 118 that may be moved along the lengthof the adjustable member 116 to vary the stiffness of the adjustablemember 116. For example, if the adjustable member 116 is a spring, thevariable stiffness controller may be adjusted to alter the springconstant of the spring, thereby adjusting the stiffness of the spring.Likewise, if the adjustable member 116 is active and includes anactuator, such as a motor (e.g., servo motor, pneumatic motor,piezoelectric motor), the responsiveness of the actuator may be alteredto increase or decrease the stiffness of the adjustable member 116. Instill other examples, the adjustable member 116 and/or the variablestiffness controller 118 may include a piezoelectric component with afeedback circuit. The feedback circuit may monitor the amount oftwisting and vary the amount or rate of stiffness of the adjustablemember. Still other examples include the use of pneumatic controllers,air bladders, etc. to vary the stiffness of the adjustable member.

Likewise, the adjustable member 116 may include an adjustable dampener(not shown) that controls the twisting rate or dynamic response of theadjustable member 116. For example, the dampener may be adjusted to slowthe response of the adjustable member to differential forces, therebyslowing the rate of rotation of the multirotor aircraft 100.

While the example illustrated in FIG. 1 includes a single adjustablemember 116 positioned at an approximate mid-point of the frame 104, inother configurations, the multirotor aircraft may include additionaladjustable members, such as the configuration illustrated in FIGS. 8-9,discussed below, and/or the adjustable member(s) may be at differentlocations on the multirotor aircraft, such as the configurationsillustrated in FIGS. 4-7, discussed below.

Mounted to the frame 104 are two motor arms 105-1, 105-2. In thisexample, the motor arms 105-1, 105-2 are approximately the same length,are arranged substantially parallel to one another and perpendicular tothe frame 104. In other implementations, the motor arms 105 may be ofdifferent lengths (e.g., the front motor arm 105-1 may be shorter thanthe rear motor arm 105-2 and/or arranged at different locations on themultirotor aircraft 100).

Mounted to each end of the motor arms 105 are lifting motors 106-1,106-2, 106-3, and 106-4. In one implementation, the lifting motors 106are mounted so that the propeller shaft of the lifting motor that mountsto the propeller 102 is facing downward with respect to the multirotoraircraft 100. In other implementations, the lifting motors may bemounted with the propeller shaft facing upwards with respect to themultirotor aircraft 100. In still other implementations, one or more ofthe lifting motors may be mounted with the propeller shaft facingdownward and one or more of the lifting motors may be mounted with thepropeller shaft facing upward. In other implementations, the liftingmotors may be mounted at other orientations with respect to the frame ofthe multirotor aircraft 100. The lifting motors may be any form of motorcapable of generating enough rotational speed with the propellers tolift the multirotor aircraft 100 and any engaged payload, therebyenabling aerial transport of the multirotor aircraft and the payload.

Mounted to each lifting motor is a lifting propeller 102-1, 102-2,102-3, and 102-4. The lifting propellers 102 may be any form ofpropeller (e.g., graphite, carbon fiber) and of a size sufficient tolift the multirotor aircraft 100 and any payload engaged by themultirotor aircraft 100 so that the multirotor aircraft 100 can navigatethrough the air, for example, to deliver a payload to a deliverylocation. For example, the lifting propellers 102 may each be carbonfiber propellers having a dimension or diameter of twenty-nine inches.While the illustration of FIG. 1 shows the lifting propellers 102 all ofa same size, in some implementations, one or more of the liftingpropellers 102 may be different sizes and/or dimensions. Likewise, whilethis example includes four lifting propellers, in other implementations,more or fewer propellers may be utilized as lifting propellers.Likewise, in some implementations, the propellers may be positioned atdifferent locations on the multirotor aircraft 100. In addition,alternative methods of propulsion may be utilized as “motors” inimplementations described herein. For example, fans, jets, turbojets,turbo fans, jet engines, internal combustion engines, and the like maybe used (either with propellers or other devices) to provide thrust forthe multirotor aircraft.

Mounted to front frame 104-1 of the multirotor aircraft 100 is one ormore antennas 108. The antennas 108 may be used to transmit and/orreceive wireless communications. For example, the antennas 108 may beutilized for Wi-Fi, satellite, near field communication (“NFC”),cellular communication, or any other form of wireless communication.Other components, such as cameras, time of flight sensors, distancedetermining elements, gimbals, etc., may likewise be mounted to thefront frame 104-1 of the multirotor aircraft 100, and/or at otherlocations on the multirotor aircraft 100.

In this example, motor arm 105-1 and corresponding lifting motors 106-1,106-2 and lifting propellers 102-1, 102-2 are mounted to the front frame104-1. Motor arm 105-2 and corresponding lifting motors 106-3, 106-4 andlifting propellers 102-3, 102-4 are mounted to the rear frame 104-2.

Mounted to the rear frame 104-2 of the multirotor aircraft 100 is athrusting motor housing 111, a thrusting motor 110 and a thrustingpropeller 112. The thrusting motor housing 111 may be aerodynamicallyshaped and configured to encase the thrusting motor 110. The thrustingmotor 110 and the thrusting propeller 112 may be the same or differentthan the lifting motors 106 and lifting propellers 102. For example, insome implementations, the thrusting motor 110 may be a Tiger U-8 motorand the thrusting propeller 112 may have a dimension of eighteen inches.In some implementations, the thrusting propeller may have a smallerdimension than the lifting propellers.

The thrusting motor 110 and thrusting propeller 112 may be oriented atapproximately ninety degrees with respect to the frame 104 of themultirotor aircraft 100 and utilized to increase the efficiency offlight that includes a horizontal component by generating horizontalthrust. For example, when the multirotor aircraft 100 is traveling in adirection that includes a horizontal component, the thrusting motor 110may be engaged to provide horizontal thrust via the thrusting propellerto propel the multirotor aircraft 100 horizontally. As a result, thespeed and power utilized by the lifting motors may be reduced.Alternatively, in selected implementations, the thrusting motor 110 maybe oriented at an angle greater or less than ninety degrees with respectto frame 104 to provide a combination of thrust and lift.

The multirotor aircraft control system 114, discussed further below withrespect to FIG. 10, may also be coupled to one or more locations of theframe 104 of the multirotor aircraft. In this example, the multirotoraircraft control system 114 is mounted to the front frame 104-1 and maybe enclosed in a protective barrier. The protective barrier provides themultirotor aircraft control system 114 weather protection so that themultirotor aircraft 100 may operate in rain and/or snow withoutdisrupting the multirotor aircraft control system 114. In someimplementations, the protective barrier may have an aerodynamic shape toreduce drag when the multirotor aircraft 100 is moving in a directionthat includes a horizontal component. The protective barrier may beformed of any materials including, but not limited to, graphite-epoxy,Kevlar, and/or fiberglass. In some implementations, multiple materialsmay be utilized. For example, Kevlar may be utilized in areas wheresignals need to be transmitted and/or received and carbon fiber may beutilized in other areas of the protective barrier.

FIG. 2 depicts a view of a multirotor aircraft 200 with an adjustablemember, such as the multirotor aircraft 100 illustrated in FIG. 1,according to an implementation. As illustrated, the frame 204 includesan adjustable member 216. In this example, the adjustable member 216 isa cylindrical leadscrew. The stiffness of the adjustable member 216 maybe varied using the variable stiffness controller 218. When adifferential thrust is generated by the propellers of the multirotoraircraft, the adjustable member 216 twists, thereby rotating the frontframe 204-1 and the rear frame 204-2. Rotation or twisting of the frameis discussed further below with respect to FIG. 3.

The frame 204 may also include one or more grooves or indents into whichpower supply containers 203 may be positioned and attached to the frame204. In some implementations, the grooves of the frame 204 may be angledand designed to provide a friction fit with the power supply containers.In other implementations, the power supply containers 203 may beremovably mounted to the frame 204 using screws, rivets, quarter-turnfasteners, or other attachment mechanisms. In still otherimplementations, the power supply containers 203 may be permanentlymounted to the frame 204 and/or formed as part of the frame 204.

The power supply containers 203 may include one or more shelves 202 thatmay be positioned within the power supply container 203. The shelves202-1, 202-2 may be removable from the power supply containers 203. Forexample, the shelves 202 may be designed to mount or fit in the powersupply container 203 on rails. The rails and shelves 202 may be movablehorizontally and/or vertically to facilitate placement of different sizepower supplies, other components, and/or a payload. The power supplies205 (e.g., 205-1, 205-2, 205-3, 205-4) may be in the form of batterypower, solar power, gas power, super capacitor, fuel cell, alternativepower generation source, or a combination thereof. For example, thepower supplies 205 may each be a 6000 mAh lithium-ion polymer battery,polymer lithium ion (Li-poly, Li-Pol, LiPo, LIP, PLI or Lip) battery,etc.

The power supplies 205 may be individually removed and/or the entireshelf 202 may be removed with all of the supporting power supplies.Likewise, the power supply containers 203 may include one or moreopenings (e.g., holes) on the sides of the power supply container tofacilitate heat dissipation from the supported power supplies and/orother components.

The shelves of the power supply containers 203 may also support othercomponents and/or payloads. For example, one or more components 210 ofthe multirotor aircraft control system may be included on the shelves202 of the power supply containers 203, as illustrated in FIG. 2.Likewise, a power distribution unit to which the power supplies 205 areconnected may be supported by one of the shelves of the power supplycontainer. For example, the power distribution unit may be mounted to ashelf of the power supply container 203 and all of the power suppliesmay be coupled to the power distribution unit. The power distributionunit may then be coupled to the multirotor aircraft control systemand/or other components of the multirotor aircraft to provide power. Insome implementations, the connection between the power distribution unitand the multirotor aircraft control system may be a single coupling,such as a magnetic coupling, male/female connection, etc., to facilitatecomplete exchange of the power supply container 203.

In another example, the power supply container 203 may support apayload, such as an item to be delivered by the multirotor aircraft to adestination.

FIG. 3 depicts a view of a multirotor aircraft 300, such as themultirotor aircraft illustrated in FIG. 1, twisting about an adjustablemember to enhance a yaw of the multirotor aircraft, according to animplementation. As discussed above, the frame of multirotor aircraft 300includes a front portion 304-1 and a rear portion 304-2. The multirotoraircraft 300 also includes an adjustable member 316 that couples thefront portion 304-1 and the rear portion 304-2. The adjustable membercauses the multirotor aircraft 300 to yaw by twisting such that thefirst position 304-1 rotates in a first direction about an axis and thesecond portion 304-2 rotates in a second direction about the axis.

When viewed from a top-down perspective as illustrated in FIG. 3, thetwisting of the multirotor aircraft causes the multirotor aircraft toyaw in a counter-clockwise direction. The twisting of the multirotoraircraft by the adjustable member may be caused by a first differentialthrust between the first propeller 302-1 and the second propeller 302-2and a second differential thrust between third propeller 302-3 and thefourth propeller 302-4.

In this example, the first propeller 302-1 rotates in acounter-clockwise direction at a first speed and generates a firstthrust 305-1. The second propeller 302-2 rotates in a clockwisedirection at a second speed that is faster than the first speed andgenerates a second thrust 305-2 that is larger than the first thrust305-1. Because the first thrust 305-1 and the second thrust 305-2 aredifferent, a first differential thrust is generated. In a similarmanner, the third propeller 302-3 rotates in a counter-clockwisedirection at a third speed and generates a third thrust 305-3. Thefourth propeller 302-4 rotates in a clockwise direction at a fourthspeed that is greater than the third speed and generates a fourth thrust305-4 that is larger than the third thrust 305-3. Because the thirdthrust 305-3 and the fourth thrust 305-4 are different, a seconddifferential thrust is generated. In some implementations, the secondthrust 305-2 and the fourth thrust 305-4 may be approximately equal.Likewise, the first thrust 305-1 and the third thrust 305-3 may beapproximately equal.

As illustrated, the two differential thrusts are opposing which causetwisting at the adjustable member 316. Specifically, the firstdifferential thrust and the second differential thrust generate a torqueat the adjustable member 316, thereby causing the adjustable member 316to twist. The twisting of the adjustable member causes the first portion304-1 of the frame to rotate in a first direction about an axis andcauses the second portion 304-2 to rotate in a second direction aboutthe axis, which in turn changes the orientations of the propellers 302.The change in the orientation of the propellers alters the direction ofthe thrust generated by the propellers that enhances the yaw of themultirotor aircraft 300 in the counter-clockwise direction.

A clockwise yaw of the multirotor aircraft may likewise be enhancedbecause the adjustable member 316 will twist in the opposite directionwhen the first thrust 305-1 generated by the first propeller 302-1 isgreater than the second thrust 305-2 generated by the second propeller302-2 and the third thrust 305-3 generated by the third propeller 302-3is greater than the fourth thrust 305-4 generated by the fourthpropeller 302-4.

The adjustable member may also include a variable stiffness controller(not shown) that may be utilized to adjust the stiffness of theadjustable member 316. For example, the adjustable member may have afirst stiffness in which the adjustable member will twist in response totorque caused by differential thrusts acting in opposite directions. Ahigh flexibility results in the multirotor aircraft having a higher yawagility as the adjustable member will twist in response to a smallamount of torque causing the orientations of the propeller to change,thereby enhancing the yaw of the multirotor aircraft. In someimplementations, a dampener may also be included that controls the rateof the twisting of the adjustable member in response to the torque.Dampening the rate of rotation may be beneficial to aid in the controlof the multirotor aircraft.

In some implementations, the adjustable member 316 may be an activeadjustable member and include an actuator, such as a servo motor,piezoelectric motor, pneumatic motor, etc., that will cause theadjustable member to twist in response to a yaw command. In such animplementation, rather than or in addition to the forces generated bythe propellers being adjusted to generate differential thrusts to causethe multirotor aircraft to yaw, the actuator may twist the adjustablemember 316, which results in the orientation of the propellers and thedirection of the forces generated by the propellers to alter, therebyenhancing the yaw of the multirotor aircraft. For example, if a yawcommand is received, the adjustable member may twist, causing the firstportion 304-1 of the frame to rotate in a first direction about an axisand the second portion 304-2 of the frame to rotate in a seconddirection about the axis. In such a configuration, the twisting of theadjustable member and rotation of the portions of the frame alters theorientations of the propellers 302. By altering the orientations of thepropellers, the direction of the thrusts generated by the propellerschanges, thereby causing the multirotor aircraft to yaw. In such aconfiguration, a yaw of the multirotor aircraft may be performed withoutdirectly altering the rotational speeds of the motors or the forcesgenerated by the propellers.

In this example, adjacent propellers are rotating in opposite directionsto balance the rotational force generated by the propellers when theorientation of the propellers are all approximately the same. In someimplementations, all of the propellers of the multirotor aircraft 300may rotate in the same direction. For example, all of the propellers 302of the multirotor aircraft 300 may rotate in a counter-clockwisedirection.

In a typical multirotor aircraft, having all the propellers rotate inthe same direction would cause the aircraft to yaw due to the momentgenerated by the propellers. However, by maintaining a twist at theadjustable member 316, as illustrated in FIG. 3, which causes the pairsof propellers to remain at offsetting or different orientations, themultirotor aircraft can operate with the propellers all spinning in thesame direction. For example, all of the propellers 302 of the multirotoraircraft may spin in a counter-clockwise direction. By maintaining theadjustable member 316 in a twisted state such that the front portion304-1 is rotated in a first direction about an axis and the secondportion 304-2 is rotated in a second direction about the axis, themultirotor aircraft 300 will maintain a hover without a yaw, even if thepropellers are generating similar thrusts. To invoke a yaw, the thrustgenerated by the propellers may be altered and/or the twisting of theadjustable member may be increased or decreased.

FIG. 4 depicts a block diagram of a top-down view of a multirotoraircraft 400, according to an implementation. In the example illustratedin FIG. 4, the multirotor aircraft 400 includes wings 415-1, 415-2coupled to the frame of the multirotor aircraft 400 and the motor arms405 are coupled to the wings 415. Similar to other components, the wings415 may be formed of any suitable material such as, but not limited to,carbon fiber, aluminum, fabric, plastic, fiberglass, etc. In thisimplementation, the adjustable members 416 are between the wings 415 andthe frame 404 of the multirotor aircraft 400. As with the otheradjustable members discussed herein, the adjustable members 416 may bepassive or active and the stiffness of the adjustable members 416 mayalso be changed.

As discussed further below, in response to differential thrustsgenerated by the propellers 402-1, 402-2, 402-3, 402-4, and/or inresponse to a yaw command, the adjustable members 416 cause the wings415 of the multirotor aircraft to twist about an axis with respect tothe frame of the multirotor aircraft 400, thereby increasing themaneuverability of the multirotor aircraft and enhancing the yawcommand. Twisting of the adjustable members is discussed further belowwith respect to FIG. 5.

The wings 415 are designed to have an airfoil shape to provide lift tothe multirotor aircraft 400 as the multirotor aircraft 400 moveshorizontally. In some implementations, utilizing the thrusting motor andthrusting propeller in conjunction with the wings 415, when themultirotor aircraft 400 is moving in a direction that includes ahorizontal component, the rotational speed of the lifting motors andlifting propellers 402 may be reduced or eliminated, because the wings415 provide lift and keep the multirotor aircraft 400 airborne whenthrust in a horizontal direction by the thrusting motor and thrustingpropeller is applied. In some implementations, the wings 415 includeflaps and/or ailerons that may be used to adjust the pitch, yaw, androll of the multirotor aircraft 400. The ailerons may be used inconjunction with the adjustable member and/or the lifting motors andlifting propellers 402 to alter the pitch, yaw, and/or roll of themultirotor aircraft. In some implementations, the adjustable members 416may also be configured to rotate or pivot the wings 415 about the frame404 of the multirotor aircraft when the multirotor aircraft 400 ismoving in a substantially vertical direction to reduce drag caused bythe wings 415.

FIG. 5 depicts a view of a multirotor aircraft 500, such as themultirotor aircraft illustrated in FIG. 4, twisting about an adjustablemember 516 to enhance a yaw adjustment of the multirotor aircraft 500,according to an implementation. As discussed above, the adjustablemember 516 couples the wings 515-1, 515-2 to the frame 504. In responseto differential thrusts generated by the propellers 502 and/or inresponse to a yaw command, the adjustable member twists causing thewings 515-1, 515-2 to rotate about an axis, thereby altering theorientation of the propellers 502-1, 502-2, 502-3, 502-4.

In some implementations, as illustrated in FIGS. 6 and 7, a single wingmay be utilized that is coupled to the frame 504 and acts as theadjustable member. In other implementations, each wing 515-1, 515-2 maybe coupled to the frame 504 by a separate adjustable member 516. In thisexample, a first differential thrust is generated because a secondthrust 505-2 generated by the second propeller 502-2 is greater than athird thrust 505-3 generated by the third propeller 502-3. A seconddifferential thrust is also generated because a fourth thrust 505-4generated by the fourth propeller 502-4 is greater than a first thrust505-1 generated by the first propeller 502-1. The two differentialthrusts cause the adjustable members 516 to twist, as illustrated inFIG. 5. The twisting of the multirotor aircraft 500 illustrated in FIG.5 causes the multirotor aircraft 500 to yaw in a clockwise direction.

A counter-clockwise yaw of the multirotor aircraft 500 may likewise beenhanced because the adjustable members 516 will twist in the oppositedirection when the third thrust 505-3 generated by the third propeller502-3 is greater than the second thrust 505-2 generated by the secondpropeller 502-2 and the first thrust 505-1 generated by the firstpropeller 502-1 is greater than the fourth thrust 505-4 generated by thefourth propeller 502-4.

The adjustable member may also include a variable stiffness controllerthat may be utilized to adjust the stiffness of the adjustable member.For example, the adjustable member may have a first stiffness in whichthe adjustable member will twist in response to any torque. A highflexibility (low stiffness) results in the multirotor aircraft having ahigher yaw agility as the adjustable member will twist in response totorque, causing the orientations of the propeller to change, therebyenhancing the yaw of the multirotor aircraft. High agility may bebeneficial when the multirotor aircraft is operating in confined spaces,such as during landing or takeoff. In comparison, the variable stiffnesscontroller may increase the stiffness of the adjustable member such thatthe adjustable member will only twist when the two differential thrustsexceed a threshold. In such a configuration, the adjustable member ofthe multirotor aircraft is stiffer and may provide higher efficiency,but less agility. This may be beneficial when the multirotor aircraft istraveling in a direction that includes a horizontal component. In someimplementations, a dampener may also be included that controls the rateof the twisting of the adjustable member(s) in response to the torque.Dampening the rate of rotation may be beneficial to aid in the controlof the multirotor aircraft.

In some implementations, the adjustable member may be an activeadjustable member and include an actuator, such as a servo motor,pneumatic motor, piezoelectric motor, etc., that will cause theadjustable member to twist in response to a yaw command. In such animplementation, rather than or in addition to the forces generated bythe propellers being adjusted to generate differential thrusts to causethe multirotor aircraft to yaw, the actuator may twist the adjustablemember 516, which results in the orientation of the propellers and thedirection of the forces generated by the propellers to alter, therebyenhancing the yaw of the multirotor aircraft. For example, if a yawcommand is received, the adjustable member may twist, causing the firstwing 515-1 to rotate in a first direction about an axis and the secondwing 515-2 to rotate in a second direction about the axis. In such aconfiguration, the twisting of the adjustable member and rotation of thewings alters the orientations of the propellers 502. By altering theorientations of the propellers, the direction of the thrust generated bythe propellers changes, thereby causing the multirotor aircraft to yaw.In such a configuration, a yaw of the multirotor aircraft may beperformed without directly altering the rotational speeds of the motorsor the forces generated by the propellers.

In implementations in which the multirotor aircraft 500 is traveling ina direction that includes a horizontal component, the adjustable membermay be utilized to perform a roll of the multirotor aircraft 500. Forexample, by altering the orientations of the wings, the forces generatedby the wings when the multirotor aircraft is moving in a direction thatincludes a horizontal component will change, thereby causing themultirotor aircraft 500 to roll.

FIG. 6 depicts another view from above of a multirotor aircraft 600,twisting about adjustable members 616 to enhance a yaw adjustment of themultirotor aircraft, according to an implementation. In this example,the multirotor aircraft 600 includes a single wing 615 coupled to theframe 604 of the multirotor aircraft 600. Each of the motor arms 607-1,607-2 are coupled to the wing 615 via adjustable members 616-1, 616-2,respectively. In this example, the second propeller 602-2 is generatinga second thrust 605-2 that is greater than a third thrust 605-3generated by the third propeller 602-3, thereby generating a firstdifferential thrust. Likewise, the fourth propeller 602-4 is generatinga fourth thrust 605-4 that is greater than a first thrust 605-1generated by the first propeller 602-1, thereby generating a seconddifferent thrust. The opposing differential thrusts generate torque thatcauses the first motor arm 607-1 to twist about the adjustable member616-1 in a first direction and the second motor arm 607-2 to twist aboutthe adjustable member 616-2 in a second direction. Because the wing 615is fixed, the adjustable members cause twisting of the motor arms 607 ina see-saw like fashion with respect to the wing 615. The twisting of themotor arms 607 with respect to the wing alters the orientations of themotors and propellers 602 thereby enhancing the yaw of the multirotoraircraft 600. In this example, when viewed from above as illustrated,the multirotor aircraft 600 will yaw in a clockwise direction and thetwisting of the motor arms 607 will enhance that yaw by altering theorientation of the motors and propellers 602.

Similar to the adjustable members discussed above, the adjustablemembers 616 illustrated in FIG. 6 may also include variable stiffnesscontrollers and/or dampeners. Likewise, the adjustable members 616 mayoperate as a passive adjustable members, twisting in response todifferential thrusts and torques generated by the propellers and/or mayinclude an actuator, such as a servo motor, pneumatic motor,piezoelectric motor, etc., that actively twists the motor arms 607 withrespect to the wing 615. For example, the adjustable members 616 mayeach include an actuator that receives commands from the multirotoraircraft controller to twist the motor arms 607 with respect to the wing615, thereby causing the multirotor aircraft 600 to yaw.

FIG. 7 depicts another view from above of a multirotor aircraft 700,twisting about an adjustable member to enhance a yaw adjustment of themultirotor aircraft, according to an implementation. In this example,the multirotor aircraft 700 includes a single wing 715 coupled to theframe 704 of the multirotor aircraft and the wing 715 operates as theadjustable member. In this example, the second propeller 702-2 isgenerating a second thrust 705-2 that is greater than a third thrust705-3 generated by the third propeller 702-3, thereby generating a firstdifferential thrust. Likewise, the fourth propeller 702-4 is generatinga fourth thrust 705-4 that is greater than a first thrust 705-1generated by the first propeller 702-1, thereby generating a seconddifferent thrust. The opposing differential thrusts generate torque thatcauses the wing 715, which in this example is also the adjustablemember, to twist. The twisting of the wing 715 alters the orientationsof the propellers 702 thereby enhancing the yaw of the multirotoraircraft 700. In this example, when viewed from above as illustrated,the multirotor aircraft 700 will yaw in a clockwise direction and thetwisting of the wing 715 will enhance that yaw by altering theorientation of the propellers 702.

Similar to the adjustable members discussed above, the wing 715illustrated in FIG. 7 may also include a variable stiffness controllerand/or a dampener. Likewise, the wing 715 may operate as a passiveadjustable member, twisting in response to differential thrusts andtorque generated by the propellers and/or may include an actuator, suchas a servo motor, pneumatic motor, piezoelectric motor, etc., thatactively twists the wing 715. For example, the wing may include anactuator that receives commands from the multirotor aircraft controllerto twist the wing 715, thereby causing the multirotor aircraft 700 toyaw.

FIG. 8 depicts a block diagram of a top-down view of a multirotoraircraft 800, according to an implementation. As illustrated, themultirotor aircraft 800 is configured to support eight motors 802-1,802-2, 802-3, 802-4, 802-5, 802-6, 802-7, and 802-8. Each of the motors802 may be configured to rotate one or more propellers to enable flightof the multirotor aircraft 800. In the illustrated implementation, thepropellers may be up to 30 inches in diameter, as illustrated by thedashed circles around each motor 802.

In this example, the multirotor aircraft 800 is symmetrically designedfrom the core outward to enable easy manufacture of multirotor aircraft800 parts and for ease of assembly and/or disassembly. Turning first tothe core 804, the core may include four support arms connected at 90degree angles using the two 90 degree connection points of Y attachmentmembers. Extending from the third connection point of each Y attachmentmember that is used to connect the support arms of the core is anextension arm 808-1, 808-2, 808-3, and 808-4. Because of theconfiguration of the universal Y attachment members, each extension armis extending from the core 804 at approximately a one hundredthirty-five (135) degree angle from the support arms 806 (e.g., 806-1,806-2, 806-3, 806-4).

Connected to the opposing end of each extension arm, using the universalY attachment member, are two motor arms 810-1, 810-2, 810-3, 810-4,810-5, 810-6, 810-7, 810-8. To enable connection of the motor arms, thethird connection point of the universal Y attachment member is connectedwith the end of the extension arm 808 such that the two connectionpoints of the universal Y attachment member that are at ninety (90)degrees extend outward from the extension arm 808. Mounting the motorarms 810 to the two ninety (90) degree connection points extending fromeach extension arm 808 results in the configuration illustrated in FIG.8.

The motors 802 are connected to the protruding end of each of the motorarms 810, as illustrated. The motors 802 may be any form of motorcapable of generating enough speed with the propellers to lift themultirotor aircraft 800 and any engaged inventory thereby enablingaerial transport of the inventory. For example, the motors 802 may eachbe a Lumeneir FX 4006-13 740 kv multi rotor motor.

As with the other multirotor aircraft configurations discussed herein,the material of the support arms, the extension arms 808, and the motorarms 810 may be any suitable material, such as graphite, aluminum,carbon fiber, steel, titanium, or any other material. Thecross-sectional shape of the arms 808, 810 and/or the universal Yattachment members 800 may be square, round, rectangular, hexagonal,etc. As discussed further below with respect to FIG. 9, the universal Yattachment members that connect the motor arms 810 to the extension arm808 may be configured to operate as an adjustable member.

In some implementations, to enable sufficient separation for use ofthirty-inch (30″) propellers, each of the support arms 806 may be teninches (10″) in length, each of the extension arms 808 may be twelve andone-half inches (12.5″) in length, and each of the motor arms 810 may betwenty-one and one-half inches in length (21.5″). In otherimplementations, other lengths of any one of the support arms 806,extension arms 808 and/or motor arms 810 may be utilized. In addition,alternative methods of propulsion may be utilized. For example, fans,jets, turbojet, turbo fans, jet engines, and the like may be used topropel the multirotor aircraft.

FIG. 9 depicts a block diagram of universal Y attachment members 900connecting two motor arms 910-7, 910-8, an extension arm 908-4, andsupport arms 906-1, 906-4 that make up part of a multirotor aircraft,such as the multirotor aircraft 800 illustrated in FIG. 8, according toan implementation. As illustrated, a first universal Y attachment member900-1 is used in a first position to join the two support arms 906-1,906-4 at approximately a ninety (90) degree angle. Likewise, one end ofthe extension arm 908-4 is attached to the first universal Y attachmentmember 900-1 and extends away from the two support arms at approximatelya one hundred and thirty-five (135) degree angle.

On the opposing end of the extension arm 908-4, a second universal Yattachment member 900-2 is mounted in an inverted direction with respectto the first universal Y attachment member 900-1. Attached to the twoother connection points of the second universal Y attachment member900-2 are two motor arms 910-7, 910-8. By inverting the orientation ofthe second universal Y attachment member 900-2, the two motor arms910-7, 910-8 extend and form approximately a ninety (90) degree anglebetween each other. This configuration may be done for each corner ofthe core of the multirotor aircraft and for each junction of motor arms910 to form the multirotor aircraft discussed above with respect to FIG.8.

In such a configuration, the universal Y attachment member 900-2, theuniversal Y attachment member 900-1, the extension arm 908-4 and/or themotor arms 910-7, 910-8 may operate as the adjustable member. Forexample, any one or more of the universal Y attachment member 900-2, theuniversal Y attachment member 900-1, the extension arm 908-4 and/or themotor arms 910-7, 910-8 may be formed of a material that will twist inresponse to differential thrusts generated by the propellers that arerotated by the motors 902-7, and 902-8. For example, if the motor 902-8rotates faster than the motor 902-7, a differential thrust is generatedthat will cause the adjustable member to twist, as illustrated by thearrow 911. Any one or more of the universal Y attachment member 900-2,the universal Y attachment member 900-1, the extension arm 908-4, and/orthe motor arms 910-7, 910-8 may provide the twisting of the adjustablemember in response to the differential thrust.

FIG. 10 is a block diagram illustrating an example multirotor aircraftcontrol system 1014 that may be used with the implementations discussedherein. In the illustrated implementation, the multirotor aircraftcontrol system 1014 includes one or more processors 1002, coupled to amemory, e.g., a non-transitory computer readable storage medium 1020,via an input/output (I/O) interface 1010. The multirotor aircraftcontrol system 1014 may also include electronic speed controls 1004(ESCs), power supply modules 1006 and/or a navigation system 1008. Themultirotor aircraft control system 1014 further includes an adjustablemember controller 1012, a network interface 1016, and one or moreinput/output devices 1018.

In various implementations, the multirotor aircraft control system 1014may be a uniprocessor system including one processor 1002, or amultiprocessor system including several processors 1002 (e.g., two,four, eight, or another suitable number). The processor(s) 1002 may beany suitable processor capable of executing instructions. For example,in various implementations, the processor(s) 1002 may be general-purposeor embedded processors implementing any of a variety of instruction setarchitectures (ISAs), such as the x86, PowerPC, SPARC, or MIPS ISAs, orany other suitable ISA. In multiprocessor systems, each processor(s)1002 may commonly, but not necessarily, implement the same ISA.

The non-transitory computer readable storage medium 1020 may beconfigured to store executable instructions, data, flight paths, flightcontrol parameters, adjustment information, center of gravityinformation, and/or data items accessible by the processor(s) 1002. Invarious implementations, the non-transitory computer readable storagemedium 1020 may be implemented using any suitable memory technology,such as static random access memory (SRAM), synchronous dynamic RAM(SDRAM), nonvolatile/Flash-type memory, or any other type of memory. Inthe illustrated implementation, program instructions and dataimplementing desired functions, such as those described herein, areshown stored within the non-transitory computer readable storage medium1020 as program instructions 1022, data storage 1024 and flight controls1026, respectively. In other implementations, program instructions,data, and/or flight controls may be received, sent, or stored upondifferent types of computer-accessible media, such as non-transitorymedia, or on similar media separate from the non-transitory computerreadable storage medium 1020 or the multirotor aircraft control system1014. Generally speaking, a non-transitory, computer readable storagemedium may include storage media or memory media such as magnetic oroptical media, e.g., disk or CD/DVD-ROM, coupled to the multirotoraircraft control system 1014 via the I/O interface 1010. Programinstructions and data stored via a non-transitory computer readablemedium may be transmitted by transmission media or signals such aselectrical, electromagnetic, or digital signals, which may be conveyedvia a communication medium such as a network and/or a wireless link,such as may be implemented via the network interface 1016.

In one implementation, the I/O interface 1010 may be configured tocoordinate I/O traffic between the processor(s) 1002, the non-transitorycomputer readable storage medium 1020, and any peripheral devices, thenetwork interface or other peripheral interfaces, such as input/outputdevices 1018. In some implementations, the I/O interface 1010 mayperform any necessary protocol, timing or other data transformations toconvert data signals from one component (e.g., non-transitory computerreadable storage medium 1020) into a format suitable for use by anothercomponent (e.g., processor(s) 1002). In some implementations, the I/Ointerface 1010 may include support for devices attached through varioustypes of peripheral buses, such as a variant of the Peripheral ComponentInterconnect (PCI) bus standard or the Universal Serial Bus (USB)standard, for example. In some implementations, the function of the I/Ointerface 1010 may be split into two or more separate components, suchas a north bridge and a south bridge, for example. Also, in someimplementations, some or all of the functionality of the I/O interface1010, such as an interface to the non-transitory computer readablestorage medium 1020, may be incorporated directly into the processor(s)1002.

The ESCs 1004 communicate with the navigation system 1008 and adjust therotational speed of each lifting motor and/or the thrusting motor tostabilize the multirotor aircraft and guide the multirotor aircraftalong a determined flight path. Likewise, in some implementations, theESCs 1004 may communicate with the adjustable member controller 1012 todetermine the rotational speed needed for the motors based on the amountof twist in the frame of the multirotor aircraft that will be generatedby the adjustable member.

The navigation system 1008 may include a global positioning system(GPS), indoor positioning system (IPS), or other similar system and/orsensors that can be used to navigate the multirotor aircraft 100 toand/or from a location. The adjustable member controller 1012communicates with the navigation system 1008, the ESCs 1004, and/or theadjustable member(s) of the multirotor aircraft. For example, inresponse to a yaw command, the adjustable member controller 1012 causesthe adjustable member to rotate or twist, thereby causing the frame ofthe multirotor aircraft to rotate or twist about the adjustable member.

The network interface 1016 may be configured to allow data to beexchanged between the multirotor aircraft control system 1014, otherdevices attached to a network, such as other computer systems (e.g.,remote computing resources), and/or with multirotor aircraft controlsystems of other multirotor aircrafts. For example, the networkinterface 1016 may enable wireless communication between the multirotoraircraft and a multirotor aircraft control system that is implemented onone or more remote computing resources. For wireless communication, anantenna of a multirotor aircraft or other communication components maybe utilized. As another example, the network interface 1016 may enablewireless communication between numerous multirotor aircrafts. In variousimplementations, the network interface 1016 may support communicationvia wireless general data networks, such as a Wi-Fi network. Forexample, the network interface 1016 may support communication viatelecommunications networks, such as cellular communication networks,satellite networks, and the like.

Input/output devices 1018 may, in some implementations, include one ormore displays, imaging devices, thermal sensors, infrared sensors, timeof flight sensors, accelerometers, pressure sensors, weather sensors,etc. Multiple input/output devices 1018 may be present and controlled bythe multirotor aircraft control system 1014. One or more of thesesensors may be utilized to assist in landing as well as to avoidobstacles during flight.

As shown in FIG. 10, the memory may include program instructions 1022,which may be configured to implement the example routines and/orsub-routines described herein. The data storage 1024 may include variousdata stores for maintaining data items that may be provided fordetermining flight paths, landing, identifying locations for disengagingitems, etc. In various implementations, the parameter values and otherdata illustrated herein as being included in one or more data stores maybe combined with other information not described or may be partitioneddifferently into more, fewer, or different data structures. In someimplementations, data stores may be physically located in one memory ormay be distributed among two or more memories.

Those skilled in the art will appreciate that the multirotor aircraftcontrol system 1014 is merely illustrative and is not intended to limitthe scope of the present disclosure. In particular, the computing systemand devices may include any combination of hardware or software that canperform the indicated functions. The multirotor aircraft control system1014 may also be connected to other devices that are not illustrated, orinstead may operate as a stand-alone system. In addition, thefunctionality provided by the illustrated components may, in someimplementations, be combined in fewer components or distributed inadditional components. Similarly, in some implementations, thefunctionality of some of the illustrated components may not be providedand/or other additional functionality may be available.

Those skilled in the art will also appreciate that, while various itemsare illustrated as being stored in memory or storage while being used,these items or portions of them may be transferred between memory andother storage devices for purposes of memory management and dataintegrity. Alternatively, in other implementations, some or all of thesoftware components may execute in memory on another device andcommunicate with the illustrated multirotor aircraft control system1014. Some or all of the system components or data structures may alsobe stored (e.g., as instructions or structured data) on anon-transitory, computer-accessible medium or a portable article to beread by an appropriate drive, various examples of which are describedherein. In some implementations, instructions stored on acomputer-accessible medium separate from the multirotor aircraft controlsystem 1014 may be transmitted to the multirotor aircraft control system1014 via transmission media or signals such as electrical,electromagnetic, or digital signals, conveyed via a communication mediumsuch as a wireless link. Various implementations may further includereceiving, sending, or storing instructions and/or data implemented inaccordance with the foregoing description upon a computer-accessiblemedium. Accordingly, the techniques described herein may be practicedwith other multirotor aircraft control system configurations.

Although the subject matter has been described in language specific tostructural features and/or methodological acts, it is to be understoodthat the subject matter defined in the appended claims is notnecessarily limited to the specific features or acts described. Rather,the specific features and acts are disclosed as exemplary forms ofimplementing the claims.

What is claimed is:
 1. A multirotor aircraft, comprising: a front frame;a first motor arm coupled to the front frame and including a first motorand a second motor, the first motor at a first end of the first motorarm and the second motor at a second end of the first motor arm; a rearframe; a second motor arm coupled to the rear frame and including athird motor and a fourth motor, the third motor at a first end of thesecond motor arm and the fourth motor at a second end of the secondmotor arm; and an adjustable member coupling the front frame to the rearframe; and wherein: the front frame rotates by a first rotation in afirst direction about an axis via the adjustable member; the rear framerotates by a second rotation in a second direction about the axis viathe adjustable member; the axis is transverse to axes of rotation of thefirst, second, third, and fourth motors; the first rotation is generatedin response to a first differential thrust generated between the firstmotor and the second motor; and the second rotation is generated inresponse to a second differential thrust generated between the thirdmotor and the fourth motor.
 2. The multirotor aircraft of claim 1,wherein: a first orientation of the first motor and a second orientationof the second motor are altered due to the first rotation; and a thirdorientation of the third motor and a fourth orientation of the fourthmotor are altered due to the second rotation.
 3. The multirotor aircraftof claim 1, wherein a yaw moment of the multirotor aircraft occurs inresponse to the first rotation and the second rotation.
 4. Themultirotor aircraft of claim 1, wherein the adjustable member comprisesat least one of a spring, a leadscrew, a gear, a bearing, a swivel, ajoint, metal, fiberglass, carbon fiber, plastic, or an elastomericmaterial.
 5. The multirotor aircraft of claim 1, further comprising: amotor coupled to the adjustable member that twists the adjustable memberabout the axis in response to a yaw command.
 6. A multirotor aircraft,comprising: a frame comprising a first portion and a second portionconnected by an adjustable member; the first portion including a firstmotor; and a second motor, wherein a first differential thrust isgenerated between the first motor and the second motor; and theadjustable member alters an orientation of the first portion of theframe with respect to a second portion of the frame about an axis,thereby causing the multirotor aircraft to yaw; wherein the axis istransverse to axes of rotation of the first and second motors.
 7. Themultirotor aircraft of claim 6, wherein the first differential thrust isgenerated by the first motor rotating at a different speed than thesecond motor.
 8. The multirotor aircraft of claim 6, wherein thealtering the orientation occurs in response to the first differentialthrust relative to a second differential thrust generated between athird motor and a fourth motor of the second portion of the frame. 9.The multirotor aircraft of claim 6, wherein the adjustable memberincludes an actuator that alters the orientation of the first portion ofthe frame with respect to the second portion of the frame.
 10. Themultirotor aircraft of claim 9, wherein the actuator alters theorientation in response to a yaw command.
 11. The multirotor aircraft ofclaim 8, wherein: the first motor and the third motor are rotating in afirst direction; and the second motor and the fourth motor are rotatingin a second direction.
 12. The multirotor aircraft of claim 8, wherein:the first motor, the second motor, the third motor, and the fourth motoreach rotate in a first direction.
 13. The multirotor aircraft of claim8, wherein the altering the orientation: causes the first portion of theframe to rotate in a first direction; and causes the second portion ofthe frame to rotate in a second direction.
 14. The multirotor aircraftof claim 6, wherein the adjustable member includes a controller thatvaries a stiffness of the adjustable member.
 15. The multirotor aircraftof claim 6, further comprising: a wing; and wherein the altering theorientation causes the wing to rotate with respect to the frame.
 16. Amultirotor aircraft, comprising: a frame; a wing; and an adjustablemember that rotates at least a portion of the wing by a first rotationin a first direction about an axis and rotates at least a portion of thewing by a second rotation in a second direction about the axis, whereinthe first rotation is at least partially generated in response to afirst differential thrust generated between a first motor and a secondmotor; wherein the axis is transverse to axes of rotation of the firstand second motors.
 17. The multirotor aircraft of claim 16, wherein: thesecond rotation is at least partially generated in response to a seconddifferential thrust generated between a third motor and a fourth motor.18. The multirotor aircraft of claim 17, further comprising: a firstmotor arm coupled to a first portion of the wing, the first motor andthe second motor coupled to opposing ends of the first motor arm; and asecond motor arm coupled to a second portion of the wing, the thirdmotor and the fourth motor coupled to opposing ends of the second motorarm.
 19. The multirotor aircraft of claim 16, wherein the adjustablemember is the wing.
 20. The multirotor aircraft of claim 16, furthercomprising: an actuator coupled to the adjustable member that twists theadjustable member in response to a yaw command.